Internal-combustion engine.



W. H. MAUPIN & D. R. LOBDELL.

' INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB-WI, I915.

Patent edNov. 7, 1916.

WWW

W. H. MAUPIN & D. R. LOBDELL.

INTERNAL COMBUSTION, ENGINE.

APPLICATION FILED FEB- Il, I915.

Patented N 0v. 7, 1916.

3 $HEETSSHEET 2.

W. H. MAUPIN & D. R. LOBDELL.

INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED FEB- 11, I9I 5. 1,204,296.

I Patented Nov. 7, 1916.

3 SHEETSSHEET 3.

imme/mo UNITED STATES PATENT OFFICE.

WILLIAM H. MAUPIN AND DICE R. LOBDELL, OF LEMMON, SOUTH DAKOTA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Nov. 7,1916.

Application filed February 11, 1915. Serial No. 7,514.

To all whom it may concern Be it known that we, WILLIAM H. MAUPIN andDICE R. Lononnn, of Lemmon, in the county of Perkins and State of SouthDakota, have invented certain new and useful Improvements inInternal-Combustion Engines; and we do'hereby declare the following tobee full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

The primary object of this invention is to provide an. improved internalcombustion engine which will be practically noiseless in operation,comparatively simple in construction, and which may be manufactured atrelatively-less cost than has heretofore been possible in. this class ofengines. p A further object of our invention is to prevent or lessen theformation of carbon on or around the sparker.

In the accompanying drawings, Figure '1 is a side elevation, partly insection, and

- with partsbroken away. Fig. 2 is an enlarged transverse sectional viewthrough one of the cylinders, showing the val e mecha nism forcontrolling the intake and exhaust.

Fig. 2 is a detail. Fig. 3'is a sectional view showing the oil-feedingmeans. Fig. 4 is a sectional .view at, right angles to Fig. 3. Fig. 5 isa'plan view, in section, of the parts shown in Figs. 3 and 4:, theoutlines of two of the cylinders being indicated. Fig. 6 shows insection a slightly modified form of mechanism for operating thecontrolling Valve. Fig. 7 is an enlarged sectional view of one of thevalves and operating mechanismshown in Fig. '6. Figs. 8 and 9 aredetails.

Referring to the drawings, 1 designates the crank casing; 2 the pistoncylinders, four in number; 3 the crankshaft suitably journaled in casing1; 4 the flywheel; and 5 the clutch, a portion only of which isindicated, in Fig. 1. The fly-wheel and clutch are shown inclosed in anextension 6 of casing 1, and in the fiy-wheel we form a port 7coinciding with a; centrally arranged port 8 extending longitudinallythrough the crank shaft and connected through the several piston rods 9with the pistons 10 fitted in cylinders 2, said pistons having lateraloutlets for the oil. By this arrangement the oil is distributed to themain bearings, wrist-pins and cylinder walls.

Each of the piston cylinders at its upper supply -manifold.

end opens through a centrally-located port 12 (Fig. 2) into acylindrical chamber extending at right angles thereto, said chamber atits end 13 forming the intake-port, and at its end 14 the exhaust-port,said intake-port being'connected to the air and gas In verticalalinement with the port 12 is the spark plug which is conventionallyindicated at Iii-located in a bore of preferably the same diameter asand in llne Wltll port 12. The intake and exhaust of each cylinder arecontrolled by a sliding piston-valve 16 which is formed with a port 17extending transversely therethrough and desi nod to coincide with port12 and the spar plug when the charge is to be ignited, as shown in Fig.-2.- After ignition and the descent of the piston of therespectivecylinder, the piston valve 16 is moved to the left, Fig. 2,sufliciently far to uncover port 12 so that on the return stroke of thepiston the burnt gases will be exhausted through port 12,'thecylindrical chamber and port 14' eitherdirect to the atmosphere orindirectly through a mufller, according to known means.

the cylinder. By the time the piston reaches the end of its compressionstroke valve 16 will be in its central position, as shown in Fig. 2, sothat the charge may be ignited-by the spark through the coincident ports12 The piston valve is then quickly moved in the opposite direction toplace ort and 17. For the purpose of preventing foul- 5 ing the sparkplug and its chamber by the burnt gases, we form the piston valve 16,at. l

its top, with an end flange or'extension 18 which will entii'el coverthe lower end of, the spark plug;- 0 amber when the piston valve ispositioned to allow the exhaust of the burnt gases r f The means finoperating the-several piston valves maybe wideiyvaried, two forms ofsuchmeans being shdwn. According to the preferred means the rods 19 ofthe several piston valves are formed with yokes 20, each yoke carryingtwo laterally disposed oppositely-extended, rollers21 with which aredesigned to engage earns 22 fast on a ioo iii

common shaft 23. extending'longitudinally I of acasing 24 secured to themain casing of.

the engine and into which openthe supply ducts.

Il -Q. These cams are so formed as to impart to the several pistonvalves the necesn BEST AVAILABLE COP sary reciprocation transversely ofthe ports 12 of the several piston cylinders. The cam carrying shaft 23is suitably journaled in casing 24 and is rotated by a chain-belt 25driven by crank shaft 3, as indicated in Fig. 1.

A different form of mechanism for operating the piston valves is shownin Figs. 6 and 7. According to the means there shown the valve rods 19"are connected at their outer ends to shifting arms 30 which are pivotedat their upper ends in a chamber 31 of the engine casing, said arms 30being extended through slots in the bottom of such chamber. Fast on thepivot of each of the several arms 30 are two diagonally arranged arms 32which carry rollers 33 with which are designed to engage cams 3% on acam shaft 23 which is designed to be operated in timed relation to thecrank shaft. In order to allow arms 30 to be swung transversely of theaxis of the camactuated shaft such arms are formed with lateral loops 35as shown in Fig. 7. \Vhile this construction has certain advantages, weprefer that first hereinbet'ore outlined. Of course, any suitable meansmay be employed for imparting the necessary reciprocation to the pistonvalves.

t0 designates a series of sight-feed oilcups, each of which communicatesthrough a bore 41 with one of the piston valve chambers. and in thisconnection it will be noted. by reference to Figs. 2 and 7. that each ofthe piston valves has a horizontal flange 42 which travels back andforth beneath bore 41 and serves to distribute the lubricant in the va lvc chamber. The several oi l-cups are conncctcd in series by a commonpipe .43 through which oil is supplied to the several cups and whichpipe is also designed to supply lubrication tothc bearings of'thecam-shaft 23. To the pipe 43 is connected a supply pipe 44 '(Figs. 3, land 5) which leads from a reservoir 45, or, more properly speaking, froma force feeder 4t locatcdavitliin the reservoir. The force iced rcomprises a cylinder wherein a piston 47 is designed to be reciprocatcd.being moved in one tlllQC.

tion by a cam 48. on cam shaft :23, and in the opposite direction by therecoil of a spring 4. \l'bcn the piston moves outwardly oil is drawninto its cylinder by the unscating of an inwardly-moving valve and whenmoved in the opposite direction an outlet valve 51 is unseated. suchlatter valve controlling communication with pipe it. The rescaling ofvalve 51 on the suction stroke of the piston prevents oil from beingdrawn back through the supply pipe. Any over-pressure within thepistoncylinder will be automatically relieved by the unseating of arelief valve 52, which is normally held seated by a spring 53. By thedescribed means the lubricating oil may be continuously supplied fromthe reservoir to the several oil-cupsand bearings.

By means of the cylinder valves, we are enabled to provide relativelylarge intake and exhaust ports, and by reason of the positivereciprocation of such valve, without the use of springs, not only isnoise eliminated but the wear occasioned by the use ofnumerous cams andshaft-bearings is avoided, or materially reduced. Furthermore, by theuse of this valve ignition will occur at the axial center of thecylinder, thereby insuring the distribution of the full force of theexplosion equally against the force of the explosion does not tend toun-' seat the valve. By protecting the sparkplug during the exhauststroke carbonization thereof is avoided or greatly reduced.

It will be noted that the force feed oiler is out of the way,.beinglocated wholly within the oil reservoir which latter may be readilysupplied with oil and access gained thereto for cleaning purposes. Themeans employed for forcing the oil supply is extremely simple andpositive in operation. \Ve have not described any means for cooling thecylinders, since any suitable means may be employed.

\Ve claim as our invention:

in an internal combustion engine, the combination with a cylinder havinga central port at its top, a sparker in vertical alinement with ,saidport, a chamber above said, cylinder and intermediate the latter andsaid sparker, a reciprocating piston movable in said chamber forcontrolling said port, said piston having a port designed to aline withsaid sparker and said cvliiuler-port, and a projection carried by saidpiston for covering said. sparker when said cylindcr is exhausting.

In testimony whereof we have signed this specification in the presenceof two subscribing witnesses.

WILLIAM H. MAUIIN. DICE ll. LOBDELL.

lVitnesscs: l

JAs. ll. Tinnitus, C. l. Ross.

